Auxilliary air-supply device.



W. '8. WARD & A. MAXIM.

AIIXILIARY AIR SUPPLY DEVICE.

APPLICATION FILED AUGJS. 1913.-

'I l ,1082. Patented. Feb. 12, 1918.

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WALTER S. WARD AND ALBERT MAXIM, BAKING COMPANY, OF NEW YORK,

OF NEW YORK, N. Y., ASS'GNORS T0 WARD N. Y., A CORPORATION OF N EW YORK.

AUXILIARY AIR-SUPPLY DEVICE.

Specication of Letters Patent.

Patented lleb. 12, 191m.

Application led August 19, 1913. Serial No. 785,499.

county and State of New York, and whosev post-oiiice address is 715 Union Ave., Bronx county, New4 York, N. Y., have invented certain new and useful Improvements in Auxiliary Air-Supply Devices for Internal- Combustion Engines; and we do hereby declare the following to be a full, clear, and exact descriptionof the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

The invention relates to internal combustion engine control and consists in providtle operating member after a preliminary period of operation in which it opens the throttle of they engine to an extent required for low speeds is caused during its continued movement to open a valve in a supplemental air intake conduit located in proximity to a hot part of the enginecand admit heated uncarbureted air to the intake manifold of the engine beyond the throttle in order to completely vaporize any wet gasolene which is past the throttle before its admission to the engine cylinders.

Upon starting and while the engine is running slowly, a somewhat rich mixture is desired, but little cold is produced in the intake manifold and consequently little condensation of the gasolene is effected. During this starting and slow speed period, the admission of supplemental air to the intake manifold is undesired in view of its diluting action upon the gasolene; but when high speed of the engine is reached the rapid vaporization of the gasolene in the mixing chamber of the carbureter produces an extreme cold, which causes `a condensation of the gasolene in the intake manifold imme- .diately beyond the throttle, and it is extremely advantageous when the period of high speed is reached to permit warmed air to enter the intake manifold just beyond the throttle and counteract the condensation of the gasolene, the added heat making up for the lowering of the temperature by quickl States, residing in ingmeans whereby the operation of a throtvaporization and producing theproper attenuation of the mixture for high speeds.

It has been proposed to admit comparatlvely warm air at the point named to accomplish the desirable result just described, but the skill and judgment of the operator has been depended on to determine the time at which the supplemental warmed air should be admitted, the operation of a valve in the supplemental air conduit by hand having been depended on.

We have removed the personal equation from the operation of the supplemental air conduit, and rendered itsl operation automatic in conjunction withthe operation of the throttle, the admission of the supplemental air being positively controlled by the speed of the engine.

We have illustrated an embodiment of the present invention in the accompanying drawings, in which Figure 1, is a side elevation of a four cylinder engine showing intake and exhaust manifolds, carbureter, throttle, the supplemental air conduit, its valve, and mechanism whereby the operation of the supplemental air conduit valve is dependent upon the 'operation of the throttle operating member.

Fig. 2, is a vertical section on line 2-2 of Fig. 1. Fig. 3 is a perspective view of the curl Q, which engages the crank of the valve K.

Referring to the drawings,

is shown provided with the lintake mani- Y fold B. The stem C of the throttle mounted in the upper part of the carbureterD is provided with a crank E to which a throttle-operating rod F is pivoted at f. A movement of the rod F to the right from the position shown in Fig. 1 opens the throttle and admits carbureted air from the carbureter D through a mixing chamber G to the intake manifold B of the engine A. A pipe H has one end tapped into the intake manifold B above or beyond the throttle C, the other end of the pipe H being coiled about the exhaust manifold J of the engine. A valve K is interposed in the pipe H and upon its stem lc is rigidly mounted a crank L, shown in the drawing in a position held against a stop pin M by a spring N in which position of the crank L the valve is closed precluding the passage of supplemental air through the pipe H to the intake manlfold the engine A- tenaces B. The throttle operating rod F is threadbe diminished or extended by adjusting the ed to accommodate two lock nuts O, bebracket P to the right orthe'leftrespec- 50 tween which a bracket P is adjustabl setively on the rod F. When the engine has cured Iupon the rod F. The bracket is attained a speed where the suction through provided with a curl at Q, Whlch after a the intake B is suicient to lower the temcertain movement of the rod F toward the perature of the incoming gasolene to a pomt right, dependent upon' the position upon where condensation of the gases in the intake 55 said rod to which the bracket P has been occurs, or when wet gasolene is present in the adjusted, will engage with' the crank L of intake, the osition of the throttle operating the valve K, a further movement of the rod rod F will Be such as to cause the bracket P F to the right moving the crank L and opento open the valve K bythe movement of ing the valve K, permitting slillpplemental the crank L by the curl Q upon the bracket 6o air to be drawn into the ipe and there P, and the suction in the intake will cause heated in its passage a out the exhaust air to enter the pipe H and therein be heated manifold J of the en e, and thence into in passin about the exhaust manifold J,

the intake manifold When the rod F the heat air finally being drawn into the is retracted toward the left in Fig. 1, the intake manifold B, where it eiects complete 65 retrograde movement of the bracket vl? pervaporization of the wet gasoline, thereby mits the spring N to return the crank L and increasing the output oi the engine or close .the valve K, the curl Q onthe bracket per cent. without calling for any addi- P leaving the crank L against its stop pm tional operating slll on the part of the M, and moving away therefrom during the operator. 70 completion of the throttling down move- What we claim is:-

ment. To avoid a possible stickm of the The combination of intake and exhaust valve K and failure of the spring to re conduits for an internal combustion enturn the 'same to the closed position, a loop `ne, a throttle governing the supply of car- R is bent upon the bracket P- to engage a gilreted air to said intake condult, a supplepin S upon the crank L during the retromental air intake conduit wrapped around grade movement of the rod F, which action said exhaust conduit and heated thereby, will insure the closure of the valve K. .Amsaid supplemental intake conduit being arple room is provided within the loop R for ranged to supply heated air to said intake the proper operation ofthe various arts. conduit beyond said throttle, a valve gov- 8o The operation of the device is as fo ows: erning the supply of said supplemental air,

When the engine is started, the throttle means for openin and losing the throttle, operating member or rod F is in, or but a crank connecte with said valve and a slightly removedfrom, the position shown bracket adjustably connected with said in ig. 1, and the throttle C is but slightly throttle operating means and comiilijgi into open and a considerable motion of the rod operative engagement with said cra sub- F toward the right in Fig. 1 can take place sequent to a predetermined preliminary farther openin throttle C and producing o ening movement of said throttle; substanthe lower Spee s of the engine before the tially as described. A'

curl lQ on the bracket P engages the crank In testimony whereof we affix our signa- L of the valve K. rIbis is the preliminary tures, in presence of two witnesses.

period of low speeds during which no sup- WALTER S. WARD. plemental air `should be admitted to the in- ALBERT MAXIM.

take B of the en e, and during this period Witnesses: the valve K is c osed. The range of opera- Cms. ADAMS, tion of the throttle during this period may Amm M. Conn. 

